Texas Strategic Highway Safety Plan: A Report of Progress for 2009

Transcription

1 Texas Strategic Highway Safety Plan: A Report of Progress for 2009 Prepared by the Center for Transportation Safety Texas Transportation Institute For the Texas Department of Transportation September 2009

2 INTRODUCTION Background In 2006, the Texas Department of Transportation (TxDOT) produced the initial Strategic Highway Safety Plan (SHSP). In addition to satisfying federal requirements for highway safety planning, it served as an initial attempt to identify key safety needs and guide investment decisions intended to lead to significant reductions in highway fatalities and serious injuries on all public roads. The 2006 SHSP provides a detailed description of the analysis of crash data, stakeholder survey and workshop of safety professionals used to guide TxDOT in identifying special highway safety emphasis areas. Further, it describes crash reduction goals and objectives related to those issues and countermeasures that might be used to achieve them. Because the SHSP is intended to be a living document, iterations include either an updated version of the Plan from the previous year or a Report of Progress. Updates use new information to build upon the previous framework. Therefore, the current year s update will repeat a great deal of the previous plans and adds newer crash data. Readers in search of a complete history are referred to previous versions of the Plan and Progress Reports. Where We Are State crash data, along with travel and population data were used to provide estimates of various measures of roadway safety. Fatalities and fatality rate per one hundred million vehicle miles traveled (100M VMT) and per one hundred thousand population (100K Pop) were computed for the state for the years 1999 through Serious injuries (A-incapacitating and B-nonincapacitating) and injury rates were computed for the same years. These data are presented in Table 1. Table 1. Summary of Texas Crash Trends, Year Fatalities 3,519 3,775 3,739 3,823 3,821 3,699 3,559 3,521 3,461 3,468 Rate per 100M VMT Rate per 100K Population Serious injuries* 107, , , ,560 93,774 91,611 92,042 89,611 89,476 84,508 Serious injury rate per 100M VMT Serious injury rate per 100K Population Notes *A level - Incapacitating and B level -non-incapacitating injuries. Sources: The fatality and injury data are from Texas Department of Public Safety, Texas Traffic Crash Database. The fatality and injury data are from the TxDOT Crash Record Information System (CRIS) and were extracted and verified as of 03/26/09. The 2007 and 2008 data was extracted as of 08/30/09 and 09/03/09 respectively. Travel data are from the Texas Department of Transportation and population data are from Texas State Data Center. 1

3 Where We Would Like to Be Although fatalities and serious injuries have declined since 1996, the general consensus among those involved in transportation safety is that further reductions are not only desirable, but feasible. Technological improvements in automobile and roadway engineering, enforcement methods, medical treatment and in educational processes suggest we have not reached the limits of our capabilities in reducing crashes and injuries. Strategic planning to enable these reductions, however, requires that a target goal be established. This is never an easy task because the goal must be practical enough to have the possibility of being achieved yet lofty enough to present a challenge to the transportation safety community. The target goal for Texas is 1.40 fatalities and 41.2 serious injuries per 100 million VMT by In retrospect, the 2008 data makes it apparent that the goal for the reduction in serious injury rate was initially set too low. This goal was established based on crash data available at the time. Certainly, the goal established has been achieved and exceeded (see the Table 1). However, the goal for fatality rate increased slightly in This increase was directly related to a decrease in the vehicle miles traveled in 2008, which, in turn, was related to large fluctuations in fuel prices. However, the consensus of those safety professionals surveyed this year is that the statewide goals should be maintained. Revisions should be considered only after the crash data for the target year of 2010 is available for analysis. Overall State Goal: 1.40 fatalities and 41.2 serious injuries per 100M VMT by Status: 1.48 fatalities and 37.0 serious injuries per 100M VMT in Updating the Strategic Plan Several steps were undertaken to update the 2007 Texas SHSP. First, a Report of Progress for 2008 was prepared using new data available from CRIS. This report included crash data for the years 2002 through This allowed data for serious injuries and crashes for the base year of 2005 to be compared to the most recent year of data available (2007). Thus, it became possible to assess the State of the State, in terms of crashes, as it was in 2005 and to assess progress toward achieving the statewide goals and objectives established for each crash category. Since the production of the Report of Progress, crash data for 2008 has become available and is included in this Report of Progress for In addition, the current plan also reflects the results of contributions from safety professionals and those interested in traffic safety from surveys and meetings arranged through Metropolitan Planning Organizations (MPOs) located in the Bryan, Houston-Galveston, San Antonio areas and the North Texas Council of Governments located in Arlington. The participation by these groups was beneficial in ensuring that issue areas and countermeasures were comprehensive and in creating a buy-in from those members and organizations represented. The inclusiveness and collective ownership of the Plan and the networking fostered by the workshops may have been its greatest value. The legislature also met in As a result of their deliberations, several bills that relate to traffic safety were passed and signed into law. These bills are discussed in the appropriate sections that follow. 2

4 RESULTS OF THE PLANNING PROCESS Roadway Safety Emphasis Areas Several key roadway safety issues emerged from the planning process. These safety issues have been grouped into four Emphasis Areas. These areas and the safety issues that have been grouped under them are presented in Figure 1. The use of Emphasis Areas simply provides a convenient way of presenting the issues and the countermeasures that follow. Figure 1. Roadway Safety Emphasis Areas Crash Type & Location Run-Off the Road Head-On Intersection Work Zone Railroad Grade Crossing User Behavior Driving Under the Influence (DUI) 1 Speeding Lack of Restraint Use Aggressive Driving Cell Phone Usage System Users Older Drivers Teen Drivers Motorcyclist Bicyclists Pedestrians Large Trucks System Administration Traffic/Crash Records E 911 Reporting Systems Public Awareness Policy Maker Awareness 1. DUI, in this context, is used as a general term to include both driving while intoxicated (DWI) and driving under the influence (DUI) offenses. Safety Issues, Objectives and Countermeasures The following pages present a discussion of the safety issues in detail. Also presented are the crash reduction objectives for each area and potential countermeasures which may help to meet the objectives. Four years of the most recent ( ) Texas crash data were examined as a means of measuring progress toward achieving the objectives established for various crash categories in each Roadway Safety Emphasis Area. Since CRIS is a living database of crash records, the values obtained for crash categories are somewhat dependent on when extracts from the data are obtained. In the tables that follow, data reported for the years were extracted using a closeout date of 03/26/2009. Data for 2007 and 2008 were extracted as of 08/04/2009 and 09/03/2009 respectively. The Glossary of Data Definitions used to subset the crash data for each Emphasis Area is presented as Attachment 1. 3

5 CRASH TYPE AND LOCATION Run-Off the Road (ROR) Run-off the road (ROR) crashes account for over 30 percent of the annual fatalities and over 20 percent of the annual injuries. These casualties resulted primarily from hitting fixed objects and vehicles overturning. Prior data analysis suggests that, as with most crashes, unsafe speed and driving under the influence of alcohol and/or drugs were the dominant contributing factors. Further, vehicle overturning tends to occur in rural areas. In urban areas, where fewer vehicles overturn, they do so in the roadway rather than off the road. Fixed object crashes happen in both rural and large urban areas, with the rural crashes being in the majority. Casualties and ( ) Run Off the Road Difference Percent Change Objective: Fatalities Injuries 1,332 24,864 19,455 1,189 21,375 17,196 1,203 21,816 17,559 1,131 18,174 14, ,690-4, Progress: The objective has been reached. However, consideration should be given to revising the objective for this emphasis area and countermeasure activity should continue. Countermeasures: Increase DUI and speed enforcement as a means of reducing ROR crashes. Ensure that driver education and defensive driving curriculums include information concerning curves, curve warnings, and behaviors that lead to ROR crashes, such as; fatigue, distractions and overdriving curves.* Increase the use of paved shoulders on FM roads to increase the forgiveness of the road during road departures. Continue to install shoulder and centerline rumble strips. Provide progressive levels of treatment for curves based on crash experience. Treatments might include; increased use of chevron signs, use of speed activated curve warnings and LED curve displays, and textured pavement. Install more pavement width to allow edge lines. Use 30 degree slope or safety wedge for pavement edges to facilitate returning to the roadway. Continue to remove trees, relocate utility poles, and protect culverts or remediate risks by other means. Reduce EMS response time in rural areas. This could require increasing coverage and/or providing EMS training of volunteers. Reduce the number of fatal and serious injury crashes involving roadway departures by 10% by 2010, as compared to

6 Head-On Head-on collisions account for over 17 percent of the annual fatalities and over 2 percent of the annual injuries. Head-on crashes occur when a vehicle is traveling the wrong way on a one-way route, when a vehicle attempts to pass without sufficient clearance on an undivided route, or when a driver loses control of a vehicle and crosses over into an opposing lane of oncoming traffic. It is highly likely most head-on collisions in recent years have been of the third type. FARS statistics indicate that most head-on crashes result from a motorist making an unintentional maneuver the driver falls asleep, is distracted, or travels too fast in a curve. There may be other contributing factors, such as alcohol use or speeding. Head-on collisions described as wrong side, not passing involve vehicle-tovehicle collisions and tend to occur in rural areas. Casualties and ( ) Progress: The reduction objective has been achieved. Head On crashes and casualties decreased greatly in Those crashes classified as Wrong Side, Not passing resulted in a decrease as well. Countermeasures should continue in this area. Casualties and ( ) Wrong Side, Not Passing Fatalities Difference Injuries 205 1, , , , Head On Fatalities Injuries Percent Change Difference Percent Change Objective: 568 5,024 2, ,734 2, ,055 2, ,238 2, Countermeasures: Install more concrete and cable median barriers. Increase the installation of centerline rumble strips. Widen roadways to increase control and recovery areas. Address wrong-way entrance onto freeways by seeking novel delineation treatments and by taking advantage of freeway monitoring technology to detect wrong-way drivers. Reduce the number of fatal and serious injury Head On crashes by 10% by 2010, as compared to

7 Intersection Intersection and intersection-related crashes account for over 24 percent of the annual fatalities and over 30 percent of the annual injuries. Over 7 percent of these casualties resulted primarily from failure to yield the right of way. Past analysis indicate that intersection related Failure to Yield casualties occur in large urban areas, with about 25 percent occurring in rural and small urban areas. Casualties and ( ) Intersection and Intersection Related Difference Fatalities Injuries ,049 27, ,021 27, ,843 27, ,402 26, , Countermeasures: Implement engineering solutions to reduce red-light running, such as changes in signal timing (i.e., longer yellow, all-red phase, etc). Enhance advanced warning at intersections through the use of signing and textured pavements. Consider the use of roundabouts to reduce the number of serious crashes. Promote better access management polices and practices by educating consultants and developers on driveway regulations in relation to intersections and by coordinating with city, county and state engineers. Add more turn bays and acceleration lanes on high-speed rural roads. Eliminate limited sight distance on all roads. This includes high speed rural and urban intersections where sight distance limitations exist due to vegetation, signing and other obstructions. Expand the use of red-light cameras by municipalities. Add information on gap acceptance and intersection crash frequency to a standardized driver education curriculum and to programs targeting elderly drivers. Encourage the use of emergency vehicle signal preemption. Percent Change Objective: Reduce the number of fatal and serious injury intersection-involved crashes by 10% in 2010, as compared to Progress: The reduction goal has not been achieved, although progress has been made. The casualties and crashes resulting from Failure to Yield at intersections have remained stable. Countermeasure activity should continue at a determined level. 6

8 Work Zone Casualties and ( ) Work zone and work zone-related crashes result in less than 4 percent of the annual fatalities and less than 4 percent of the average annual serious injuries in AASHTO has identified work zone crashes as an emphasis area. Casualties and ( ) Work Zone Fatalities Injuries Work Zone / 08 Difference Fatalities Injuries 147 3,798 2, ,674 2, ,588 2, Difference Percent Change Objective: 82 1,583 1, ,798 2, ,674 2, ,588 2, ,005 1, Reduce the number of fatal and serious injury crashes related to work zones by 10% by 2010, as compared to Progress: According to the data, the crash reduction goal has not been achieved. However, if the data from 2006 is used as a basis for comparison, a different picture emerges. Looking at the 06/ 08, there is not the dramatic increase that is seen in the 05/ 08 difference. Percent Change Countermeasure activity should definitely continue at a determined level. However, consideration should be given to measuring progress toward the 2010 goal using the crash data from 2006 as a baseline. Countermeasures: Reduce the number, duration and impact of work zones. Improve work zone traffic control devices. Improve work zone design practices. Improve driver compliance with work zone traffic controls through the use of law enforcement officers trained in enforcement procedures in work zones. Create safe, efficient enforcement areas when planning a work zone. Increase knowledge and awareness of work zones. Develop procedures to effectively manage work zones. 7

9 Railroad Grade Crossing Railroad grade crossing crashes are being addressed by closing those crossings that are unnecessary and by upgrading signals at crossings that experience significant increases in vehicle and train volumes. Casualties and ( ) RR Grade Crossing Fatalities Injuries Countermeasures: Target high incident crossings for elimination or consolidation with other crossings. Continue to install warning lights and gates at public road grade crossings. Enhance passive crossing warnings with flashing lights and/or delineation posts for increased conspicuity and for channelization of traffic. Encourage signal preemption for intersection prior to rail grade crossings. Educate adult drivers and children on the dangers of at-grade railroad crossings. Continue to eliminate at-grade railroad crossings by construction of overpasses and underpasses where appropriate. Continue to complete corridor studies to identify candidate crossings for closure, consolidation or elimination Difference Percent Change Objective: Continue the current railroad grade crossing safety improvement program. Progress: Although the casualties and crashes at railroad grade crossings are relatively few in number, there have been increases in crashes in 2007 when compared to the baseline year of There was no objective established for this category because of the ongoing program of eliminating and upgrading crossings. It is recommended that this program continues. 8

10 SYSTEM USERS Older Drivers involving at least one driver who is 65 years of age or older result in over 12 percent of the annual fatalities and over 10 percent of the annual injuries. AASHTO has identified crashes involving older drivers as one of their emphasis areas. Casualties and ( ) Drivers (65 and over) Fatalities Injuries / 08 Difference Percent Change Objective: 441 9,854 6, ,709 6, ,695 6, ,510 6, Reduce the number of fatal and serious injury crashes involving older drivers by 10% by 2010, as compared to Progress: The reduction goal has not been achieved although fatalities, serious injuries and have all decreased.. Countermeasure activity should continue at a determined level. Countermeasures: Improve signing, modify traffic control devices and pavement markings to accommodate older drivers, e.g., provide shoulder rumble strips, wider striping, illuminated street name signs. Improve driving competency of older adults by offering training programs. Communicate driving and licensing issues and alternative transportation options to older drivers and family members. (This communication should also include law enforcement and medical personnel and include educational materials regarding potential driving problems associated with aging and how to recognize them.) Develop community mobility resource guide. Develop, implement and otherwise encourage public/private partnerships that provide transportation alternatives to the personal vehicle. Provide vouchers for alternative transportation options. Develop incentives for older drivers to adopt advanced vehicle technologies that could assist them with age-related driving problems, e.g., back-up warning devices. Improve links among driver records, vehicle registration information and physical/functional impairments and medical conditions affecting driving capability. 9

11 Teen Drivers Drivers 19 and under represent about 6 percent of all licensed drivers in Texas but represent about 14 percent of the annual fatalities and 21 percent of the annual serious injuries. AASHTO and NHTSA have identified crashes involving young drivers as an emphasis area. Casualties and ( ) Drivers (15-19 years of age) / 08 Difference Percent Change Objective: Fatalities Injuries ,435 13, ,251 13, ,144 13, ,432 12, ,003-1, Reduce the number of fatal and serious injury crashes involving teen drivers by 10% by 2010, as compared to Progress: The crash reduction goal has been achieved. However, because new drivers are continually entering the system, countermeasure activity should continue. Countermeasures: Increase enforcement of zero-tolerance alcohol laws for underage drivers. This would include filing DWI charges where appropriate instead of DUI charges. Increase enforcement of graduated driver license (GDL) restriction violations and consider making violations a primary offense.* Require road test to obtain driver license for all perspective licensees.* See Note 1. Evaluate the effectiveness of graduated licensing and alter as necessary, e.g., increase hours of nighttime driving restriction, require adult-supervised driving practice. Conduct teen driver education programs in schools and elsewhere, including state-supported novice driver education and traffic safety-related teen awareness programs. Develop and implement distracted driving public information and education (PI&E) messages targeted to teens. Develop and implement educational programs and PI&E messages for parents of novice drivers, e.g., appropriate vehicle selection for new drivers, information about young driver risks, behavioral considerations, etc. Develop means and methods for taking advantage of technological capabilities for external and in-vehicle surveillance and recording of vehicle information (speed, acceleration, hard braking, etc.), including incentives for voluntary use of black box devices for monitoring driving performance. Develop/implement programs that provide transportation options for teens in addition to personal vehicles. Move away from parent taught driver education and return to sanctioned, supervised programs. Require road test to obtain initial driver s license for all prospective licensees under age 18.* See Note 1. Note 1. HB 2730 requires all applicants under 18 to take a driving skills test. And extends restrictions for GDL to one year. 10

12 Motorc yclis t The proportion of motorcyclists killed in traffic crashes compared to all traffic fatalities has more than tripled from 3.4 percent in 1997 to 15.3 percent in That proportion is likely to increase as motorcycle registrations in Texas continue to increase. The motorcycle fatality and injury rates per 10,000 registered motorcycles have also increased. Casualties and ( ) Motorcyclist / 08 Difference Percent Change Objective: Fatalities Injuries 362 5,698 5, ,098 5, ,157 5, ,663 7, ,965 1, Reduce the number of fatal and serious injury crashes involving motorcycles by 10% by 2010, as compared to Progress The crash reduction goal has not been achieved. In fact, crashes have increased over time. This increase is disproportionate to the increase in motorcycle registrations. Countermeasures should continue at a determined level and additional countermeasures should be developed and implemented. Countermeasures: Target enforcement on specific motorcycle/motorist behaviors. Increase reporting of alcohol involvement in motorcycle crashes. Train law enforcement in the detection of impaired riders. Develop educational programs for justice system personnel with regard to motorcycle laws. Increase participation in rider education and training programs. Enlist support of and participation in motorcycle safety initiatives by formal and informal motorcycle groups. Increase helmet and protective gear usage through education. Increase participation of EMS personnel in helmet use advocacy. Require the use of motorcycle helmets for all riders and/or increase the current insurance threshold for helmet requirement exemption. See Note 1. Create education programs that address specific unsafe behaviors of motorcyclists, including alcohol issues. Conduct PI&E campaigns and other educational programs to increase motorist awareness of motorcycles, including helmet requirements, awareness of motorcycle presence, safe driving practices around motorcyclists (e.g., following and stopping distances, passing technique, etc), and the unique characteristics of motorcycles such as braking and acceleration differences between motorcycles and four-wheel passenger vehicles. Revise the motorcycle license law to require motorcycle operator training and safety courses.* See Note 1 Note 1. SB 1967 requires new applicants for a class M license to take an approved training course and requires a minimum of $10,000 of insurance to ride without a helmet. 11

13 Bicyclists involving bicycles account for 1.4 percent of the annual fatalities and about 1.1 percent of the annual injuries. National trends show that the 14 years and under age group accounted for 18 percent of all bicycle-related fatalities and 29 percent of all bicycle-related injuries. Because of the number of bicycle riders and the predominance of young riders, NHTSA has several initiatives addressing bicycle safety. Casualties and ( ) Bicyclist Fatalities Injuries , , ,192 Countermeasures: Continue to support a comprehensive Safe Routes to School program. Integrate bicycles into transportation system (improve connectivity). Conduct PI&E campaigns on bicycle traffic laws and the use of bicycle safety equipment for both bicyclists and nonbiking motorists. Increase enforcement of bicycle right-ofway traffic laws. Conduct bicycle training programs for school age children and adults using bicycles for both recreation and transportation. Increase motorist awareness of bicycles: share the road. Increase participation of EMS personnel in helmet and other safety equipment use advocacy. Encourage local ordinances regarding bicycle helmet use. Encourage municipalities to pass vulnerable road user statues / 08 Difference Percent Change 48 1,341 1, Objective: Reduce the number of fatal and serious injury crashes involving bicycles by 10% by 2010, as compared to Progress: The crash reduction goal for this Emphasis Area has not been achieved. Countermeasures should continue at a determined level. 12

14 Pedestrians Pedestrian and motor vehicle-related crashes account for over 12 percent of the annual fatalities and about 3.2 percent of the annual serious injuries. A previous review of data and comments by safety professionals suggest that a number of these casualties occur in urban areas and involve speeding and impaired drivers. Information suggests that drinking pedestrians contribute to the events. Casualties and ( ) Pedestrian / 08 Difference Percent Change Objective: Fatalities Injuries 443 2,877 2, ,491 2, ,832 2, ,311 3, Countermeasures should continue at a determined level. Countermeasures: Improve signals, signs and crosswalk markings at intersections. Improve pedestrian environments through traffic calming. Increase the number of sidewalks and walkways in rural and urban areas. Needs are especially great in and around ports of entry. Remove impediments to walking on existing sidewalks. Increase sight distance to and from intersections and increase lighting at intersections and crosswalks. Increase enforcement of pedestrian laws and public intoxication laws in urban and rural areas. Develop PI&E materials concerning pedestrian crashes and pedestrian and driver responsibilities, including appropriate actions following vehicle breakdowns. Implement programs for removing disabled vehicles and their occupants from limited access highways and extending hours, especially at night, of existing courtesy patrol programs. Develop programs to encourage safe walking rather than driving for appropriate trips. Reduce the number of fatal and serious injury crashes involving pedestrians and motor vehicles in large urban areas by 10% by 2010, as compared to Progress The crash reduction goal has not been achieved. Because of the vulnerable nature of pedestrians, consideration should be given to revising the objective to a 10 percent reduction in fatalities. 13

15 Large Trucks involving large trucks result in about 12 percent of the annual fatalities and about 5 percent of the annual injuries. Because of the stiffness, size and weight of large trucks, crashes that they are involved in tend to be severe. For this reason, AASHTO has designated heavy trucks as an emphasis area. Casualties and ( ) Large Trucks Fatalities / 08 Difference Percent Change Injuries 347 2,772 1, ,528 2, ,157 3, ,512 3, ,740 1, Countermeasures: Increase enforcement of commercial (i.e., truck) motor vehicle speed limits. Reduce driver fatigue-related crashes by providing center and shoulder rumble strips and truck parking areas. Increase use of heavy truck lane restrictions and consider implementation of truck only lanes in areas identified as having very high commercial vehicle volumes during concentrated, typically nighttime, periods. Increase inspections of trucks for safety equipment and violations. Consider decreasing minimum jurisdiction size for conducting for Level 1 truck inspections.* Increase public knowledge about techniques for sharing the road with trucks and other vehicles. Conduct PI&E campaigns on heavy vehicle operational/performance limitations, rules, crash experience and restrictions. Coordinate with Department of Homeland Security (DHS) for funding inspection stations/manpower to staff. Create adequate storage for truck inspection stations in and around ports of entry. Objective: Reduce the number of fatal and serious injury crashes involving large trucks by 10% by 2010, as compared to Progress The crash reduction goal has not been achieved. In fact, there has been an increase in fatalities and substantial increases in injuries and crashes. *May require legislative action. Countermeasures should continue at a determined level and new countermeasures should be developed and implemented. 14

16 USER BEHAVIORS Driving Under the Influence (DUI), in which at least one of the drivers was under the influence of alcohol or drugs, resulted in over 26 percent of the annual fatalities and 10 percent of the annual injuries. This contributing factor is found in all crash types and locations. Previous analysis suggests that over 43 percent of the casualties occur in large urban areas and over 49 percent on rural roads. Casualties and ( ) DUI / 08 Difference Percent Change Objective: Fatalities Injuries ,544 8,095 1,020 11,661 8,318 1,087 11,871 8,437 1,124 11,641 8, Reduce the number of fatal and serious injury DUI-involved crashes by 10% by 2010, as compared to Progress The crash reduction goal for this Emphasis Area has not been achieved. DUI fatalities have increase over 32 percent. Although many bills were introduced in the 2009 Legislative session, only one of significance passed. See Note 1. Countermeasures should continue at a determined level. However, it should be understood that as BAC reporting improves, future crash data may not be comparable to current data. Countermeasures: Continue to use Selective Traffic Enforcement Programs (STEPs) to deter drunk driving. Consider tougher penalties for drivers convicted of having blood alcohol concentrations of 0.15 or greater, if research demonstrates that such penalties do not adversely effect sentencing.* Limit the ability of drivers charged with DWI/DUI to plea bargain the charge down to a lesser offense.* Increase training and the use of new technology to reduce DUI processing time of suspects. Increase enforcement of vehicle confiscation law. Increase enforcement of Zero Tolerance laws for underage drivers. Continue PI&E campaigns to encourage people not to drive impaired. Develop bilingual, culturally appropriate, materials for anti-dui campaigns. Educate judges and prosecutors concerning DUI laws. Promote alcohol screening in trauma centers and emergency rooms. Require all drivers involved in fatal crashes to be tested for alcohol use.* Establish minimum sentencing for DWI/DUI offenses. 15

17 Re-evaluate, strengthen and create uniform enforcement of administrative license revocation (ALR) law.* Encourage expansion of DWI courts as a viable track for offenders. Improve BAC reporting through breath and/or blood testing. Warrants should be used to obtain evidence when breath or blood tests are refused.* Increase the use of interlock devices as a condition of bond for DUI, intoxicated assault and intoxicated manslaughter. Explore ways to make DUI offenders less anonymous (zebra plates, public service appearances, etc). Educate legislators in regards to the financial burden and human impact of DWI/DUI. Develop, implement and maintain effective designated driver campaigns and programs (demonstrations and sustained). Develop and implement programs that provide rapid response for DWI/DUI reported by citizens. A dedicated phone number for reporting would be useful. Explore issues related to implementing sobriety check points. Note 1. HB 2730 increase the penalties for driving while intoxicated with a child passenger by adding an automatic license suspension. * May require legislative action 16

18 Speed Related - (Over Limit, Unsafe Speed or Failure to Control Speed) in which at least one of the drivers was exceeding the speed limit or driving at an unsafe speed resulted in over 36 percent of the annual fatalities and over 30 percent of the annual injuries. This contributing factor is also found in all crash types and locations. Prior analysis suggests that about 43 percent of the speed related casualties occur in large urban areas and over 45 percent on rural roads. Casualties and ( ) Speed Related / 08 Difference Percent Change Objective: Fatalities Injuries 1,373 32,209 23,178 1,476 31,885 23,081 1,353 32,452 23,809 1,454 30,249 22, , Reduce the number of fatal and serious injury speed-related crashes by 10% by 2010, as compared to Countermeasures: Reevaluate speed limits on roads with poor geometrics. Continue to use STEPs to deter speeding. Increase the use of CMV truck lane restrictions and truck only lanes. Require tougher penalties for excessive speeding (e.g., 20% or more above the limit) and in special corridors. Earmark a portion of the fines collected for state and local safety initiatives.* Dedicate a portion of citation revenue back to enforcement efforts (like STEP programs) and other state and local traffic safety initiatives. Encourage the use of speed activated feedback or warning signs to increase compliance with speed limits. Develop and implement PI&E campaigns targeting speed and speed-related behaviors (adjusting speed according to conditions, use the left lane for passing only, etc.). Use minimally marked enforcement vehicles to enforce speed laws. Encourage insurance companies to provide incentives to discourage speeding among their clients Encourage the addition of learning modules to driver education curriculums to address safe speed selection according to conditions. Continue speed enforcement in school and work zones. Encourage the use of traffic calming (roundabouts, bumps, striping, etc.) in low speed urban and rural areas. Progress Although there has been a reduction in crashes, the objective for this Emphasis Area has not been achieved. Countermeasure activity should continue at a determined level. * May require legislative action. 17

19 Lack of Restraint Use Although the observed safety belt use rate for drivers and front seat passengers in Texas is over 90 percent, unrestrained occupants represent over 40 percent of the annual fatalities and over 15 percent of the annual injuries. Casualties and ( ) Unrestrained / 08 Difference Percent Change Objective: Fatalities Injuries 1,602 16,643 N/A 1,502 14,820 N/A 1,442 14,305 N/A 1,551 14,857 N/A -51-2,338 N/A N/A Reduce the number of fatalities and serious injuries involving unrestrained drivers and/or occupants by 10% by 2010, as compared to Increase penalties for occupant protection violations.* Continue public information and education (PI&E) campaigns to encourage occupant restraint use giving special attention to low use population sub-groups. Increase the quantity of bilingual educational materials for safety belt and child seat campaigns. Promote community child seat checkup events and establish permanent checkpoints in local areas. Require safety belts and child safety seats for all seating locations.*see Note 1. Require the use of booster seats for older children. *See Note 1. Encourage hospitals to ensure children are properly restrained before they are discharged. Encourage and/or increase educational efforts focused on pre-drivers (school programs, roll-over convincers, etc.). Develop strategies to address nighttime belt use. Develop PI&E materials with better instructions for child and booster seat installation. Make non-use of safety belts and child seats a moving violation in Texas to encourage perennial non-users to buckle-up* Progress The casualty reduction goal for unrestrained people in crashes has been achieved and exceeded. Unrestrained passengers reduced their casualties by over 27 percent and drivers by over 0.5 percent. Note 1. HB 537 requires all occupants to be properly restrained. SB 61 requires that children under 8 years to be in a booster seat unless they are at least 4 foot 9 inches tall. Countermeasures should continue for this Emphasis area. Countermeasures: Continue to use STEPs to increase occupant restraint use. *May require legislative action. 18

20 Aggressive Driving NHTSA has defined aggressive driving as a combination of moving traffic offenses that endanger other drivers or property. related to aggressive driving generally involve combinations of contributing factors such as speeding, reckless driving, following too close, illegal lane changes, etc. At present, the Texas crash data system does not record reckless driving as a contributing factor and many of the others may not be recorded. Consequently, crashes involving aggressive drivers are difficult to identify. However, both NHTSA and AASHTO have initiatives addressing aggressive driving behavior. For analysis purposes aggressive driving has been defined as per the contributing factors in the Glossary in Attachment 1. It is likely that this definition will be modified in the future as more is learned about this behavior. Casualties and ( ) Aggressive Driving Fatalities Injuries / 08 Difference Percent Change Progress A baseline for aggressive driving has been established using a limited definition. Although this definition may change in the future, it represents an initial attempt to satisfy the objective. Using the current definition, the established objective has been achieved. Countermeasures should continue. Consideration should be given to refining the definition and objective for this Emphasis Area. Countermeasures: Define aggressive driving for purposes of classifying crashes. Ensure data systems can accurately capture aggressive driving as a specific safety issue. Educate pre-drivers and those participating in defensive driving about aggressive driving and how to deal with such behavior. Develop or access technology that can use vehicle data recording devices to capture aggressive driving activities of individual drivers. Train law enforcement to recognize aggressive driving behaviors. Increase high visibility enforcement. Increase coordinated enforcement of aggressive driving. Enhance penalties for aggressive driving.* Conduct PI&E campaigns about aggressive driving and basic tips for dealing with an aggressive driver. Educate aggressive drivers to remediate behaviors. Objective: Develop a baseline for the number of fatal and serious injury crashes involving aggressive driving and reduce the number by 3% by 2010, as compared to *May require legislative action. 19

21 Cell Phone Usage Cell phone usage, as a distraction, has been given as a contributing factor in crashes in a number of research studies sponsored by the NHTSA. The issue seems to be related to the distraction posed by involved conversations rather than by the act of dialing. Currently, Texas has cell phone usage as a contributing factor on its crash report form. However, there is little or no automated crash data available after this factor was added. Develop and disseminate educational materials to raise the awareness of the risks of cell phone use and driving. Institute penalties for drivers using cell phones while vehicle is moving.* (See Note 1.) Note 1. HB 55 makes it illegal to use a cell phone in a school zone unless the vehicle is stopped or the device is hands free. Communities must post a sign for the law to be in effect. HB 2730 prohibits the use of wireless devices by GDL holders. Objective: Determine the relationship between cell phone use and crashes. If a direct relationship exists, reduce the incidence of cell phone use by drivers by 25% by 2010 as compared to Progress There has been a great deal of work at the national level that supports the relationship between cell phone use and crashes. Legislation was introduced in an attempt to impose restrictions on cell use by certain segments of drivers and at certain times. See Note 1 for legislation that passed in At present, there is no data of cell phone usage that could be used to evaluate the objective and the effectiveness of legislation that might be passed. It is recommended that the countermeasures be implemented and continued. *May require legislative action. Countermeasures: Train police officers to investigate and record cell phone usage as a contributing crash factor. Develop a baseline for crashes related to cell phone use (voice or text messaging). 20

22 SYSTEM ADMINISTRATION GENERAL Issues addressed in this Emphasis Area are indirectly related to crashes. They primarily deal with information intended to improve the safety of the highway system. It is a rare occurrence where specific crash data can be called upon to evaluate the effectiveness of the information required for the highway system to operate. Rather, success is usually measured in terms of overall crash reductions system wide. Because, it is often difficult, if not impossible, to evaluate the benefit of information in effecting safety improvements using crash data, logic, common sense and experience must be used to establish the beneficial nature of the relationship. In the following sections, crash data are not used as evidence of a need for safety improvements. Rather, the need for the information and its potential benefit should be apparent from the relationship of that information to the safe operation of the highway system. 21

23 Traffic/Crash Records Crash records are essential for identifying problems, developing and evaluating countermeasures and assessing the state and progress of the highway system. Currently, the Texas crash data system is in the process of being improved and updated. The new system, called the Crash Records Information System (CRIS), has reached the point where past and recent crash data is now available. Objective: Produce timely, accurate and reliable crash data for Texas by Progress Crash data for the last 5 years and the current year is available from CRIS. Recommendations: Supplement crash records with public health records (e.g., hospital discharge records) to obtain a clearer picture of the true societal costs of traffic crashes. The Texas Crash Outcome Data Evaluation System (CODES) project might serve as a model for such a records system. E911 Reporting Systems Texas has been slow to deploy Enhanced 911 (E911) systems that allow Public Safety Answering Points to identify the location of someone making an emergency call on a cell phone. Because such cell phone calls are often made from the scene of traffic crashes, the absence of widespread E911 capabilities is a serious roadway safety issue. Money is available to implement E911 more widely but is not being spent by the state. Objective: Provide Phase II Enhanced 911 (E911) wireless services in all Texas counties by Progress The number of services that have implemented E911 systems is unknown at this time. Data should be gathered from the appropriate agency so that progress can be evaluated. Recommendations: The emergency medical services community should take the lead in pressing for the expenditure of already available funds to increase deployment of E911 systems in Texas. 22

24 Public Awareness Most drivers are unaware of the magnitude of the crash losses that occur or cannot interpret how those losses affect them directly. Further, the driving task has become so routine and comfortable that drivers give little thought to the risks associated with the activity. And, in truth, the risks are generally small. However, within the safety community, it is well known that certain behaviors dramatically increase one or both aspects of risk; probability and/or severity of crash involvement. Objective: Reduce public tolerance for crash risks and losses and increase demand for and support of crash reduction countermeasures. Progress: Work continues in raising public awareness of traffic safety issues and problems. Through the Traffic Safety Program in TxDOT, there have been extensive public information and education (PI&E) efforts in motorcycle safety, anti-dwi, safety belts and other areas. TxDOT was also a cosponsor of a traffic safety conference held in Efforts to educate the public about traffic safety issues should continue. Recommendations: Announce forecasts of traffic casualties before holiday weekends. Work on the development of a safety culture, as has been done in Europe and Australia (with resultant dramatic reductions in traffic crashes) Involve Chambers of Commerce in identifying and addressing crash-prone traffic corridors. Policy Maker Awareness Policy makers at all levels need to be made aware of the magnitude of the losses resulting from traffic crashes and of the emotional and economic burden created by those losses. Awareness, hopefully, will lead to informed legislative and policy actions that support highway safety initiatives. It is particularly important that policy makers with sufficient understanding of roadway safety issues appoint municipal judges, whose courts are the primary venue for traffic-related cases, consistent with setting the appropriate tone for traffic law offense adjudication. Similarly, with regard to policy makers who hire/appoint local police chiefs, it is important that the positions are filled with individuals who recognize and reflect the higher level policy makers interest in and knowledge of roadway safety. Objectives: Increase policymaker awareness of roadway safety issues including; individual and societal losses due to crashes, the importance of legislative and public support for highway safety initiatives and the need for a cultural change in driving behavior. Progress: Since 2009 was a legislative year, members of many organizations concerned with traffic safety provided information to legislators or members of their staff or testified before various committees. Efforts to educate policy makers about traffic safety issues should continue. Recommendations: Develop approaches/methods and support for disseminating information to policy makers, e.g. central dedicated web sites. 23

25 FUTURE PLANNING Iterative Planning This Plan represents the most recent step in the iterative process of focusing attention on transportation safety issues in the state. It considered and incorporated regional and local safety interests and encouraged the development of regional and local traffic safety interest groups. It is hoped that such groups will use the SHSP to develop detailed plans that will identify safety issues, countermeasures, and implementation plans for their respective area. Further, it is hoped that future SHSP efforts will be able to draw heavily upon these plans. Evaluation The Plan furthers the planning process by considering regional and local issues and by getting having regional and local organizations and others interested in traffic safety evaluate the approach used for developing the Plan. An overall evaluation of the planning process will be conducted in The results of this evaluation will be included in the post target year assessment. Likewise, an evaluation of the extent to which crash reduction objectives and statewide crash reduction goals were achieved will be included. Finally, the planning process identified countermeasure efforts that, if implemented in strength, were thought to have potential for reducing crash experience. These anticipated crash reductions were directly related to goals established. An administrative evaluation will be conducted to assess efforts in countermeasure implementation. Future of the Strategic Planning Process The culmination of the three levels of evaluation will provide the basis for an improved process for future Strategic Highway Safety Plans. It is anticipated that, should the planning process continue, crash data will be more readily available and current. Such data can be analyzed to better establish countermeasure emphasis areas and program goals. 24